EP2019766B1 - Motorcycle braking system - Google Patents

Motorcycle braking system Download PDF

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Publication number
EP2019766B1
EP2019766B1 EP07729038A EP07729038A EP2019766B1 EP 2019766 B1 EP2019766 B1 EP 2019766B1 EP 07729038 A EP07729038 A EP 07729038A EP 07729038 A EP07729038 A EP 07729038A EP 2019766 B1 EP2019766 B1 EP 2019766B1
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EP
European Patent Office
Prior art keywords
brake
valve
pump
circuit
pressure
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP07729038A
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German (de)
French (fr)
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EP2019766A1 (en
Inventor
Axel Hinz
Günther VOGEL
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Continental Teves AG and Co OHG
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Continental Teves AG and Co OHG
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Publication of EP2019766A1 publication Critical patent/EP2019766A1/en
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
    • B60T8/3225—Systems specially adapted for single-track vehicles, e.g. motorcycles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/26—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels
    • B60T8/261—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels specially adapted for use in motorcycles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/42—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition having expanding chambers for controlling pressure, i.e. closed systems
    • B60T8/4275—Pump-back systems
    • B60T8/4291—Pump-back systems having means to reduce or eliminate pedal kick-back

Definitions

  • the invention relates to a motorcycle brake system according to the preamble of patent claim 1.
  • the brake system has a hydraulically actuated front and rear brake circuit, wherein each brake circuit is connected either to a foot or manually operated master cylinder.
  • electromagnetically activated intake and exhaust valves are used in the front and rear wheel brake circuits, as well as with a pump to build up pressure in the two brake circuits.
  • the rear wheel brake circuit has an additional valve arrangement which, with manual actuation of the front wheel brake circuit, simultaneously enables pressure buildup on the rear wheel brake via the pump without the necessity of actuating the main brake cylinder of the rear wheel brake circuit.
  • a first pressure sensor is arranged to detect the manual operation of the front wheel brake circuit and to activate the pump to build up an autonomous brake pressure in the rear wheel brake can.
  • the pump can be electrically activated and a regulated brake pressure in the rear brake can be established.
  • FIG. 1 shows the hydraulic circuit diagram of an improved new motorcycle brake system in a schematic representation.
  • the brake system consists of a hydraulically actuated front and rear brake circuit 4, 10, each with a connected to the front brake 4, by hand force proportionally actuated master cylinder 7 and a fußkraftproportional actuated master cylinder 13 on the rear brake 14th
  • inlet and outlet valves 6, 12 are used, wherein in each case the open in the home position inlet valve 6 is inserted into the brake line 18 of the front or rear brake circuit 4, 10, which the associated Master cylinder 7, 13 with the front wheel or the rear wheel brake 5, 14 connects.
  • the outlet valve 12 closed in the basic position is in each case inserted into a return line 15 of each brake circuit which connects the front or rear wheel brake 5, 14 with a respective low-pressure reservoir 16 and the suction side of a dual-circuit split pump 9, which operates on the return flow principle.
  • the pump 9 therefore communicates with the brake lines 18 upstream of the inlet valves 6 via noise damping chambers 17 inserted in the two brake circuits, so that a demand-driven return of the brake fluid volume discharged from the front or rear wheel brake 5, 14 is ensured.
  • the rear-wheel brake circuit 10 has, in addition to the illustrated features of the front-wheel brake circuit 4, an electromagnetically actuated separating valve 19 inserted between the master brake cylinder 13 and the intake valve 6 into the brake line 18, which is open in its basic position. Furthermore, between the separating valve 19 and the master cylinder 13 to the brake line 18 of the rear wheel 10, a leading via an electrical switching valve 20 suction path 21 connected to the pump 9, whereby the effective in the rear brake 10 pump portion at electrical excitation of the switching valve 20 pressure medium for autonomous pressure build-up in the Rear brake 14 can be seen from the master cylinder 13 and to promote the rear brake 14, while the isolation valve 19 remains to avoid a return promotion in the master cylinder 13 in its electrically energized locking position.
  • upstream of the intake valve 6 is located on the brake pipe 18 of the front wheel brake circuit 4, a second pressure sensor 2 downstream of the inlet valve 6 connected to the rear wheel and a third pressure sensor upstream of the isolation valve 19, whereby the operation of the master cylinder 13 can be reliably detected.
  • the brake pressure generated in the brake lines 18 can be limited at any time in the dual-circuit brake system.
  • the detected by means of the first pressure sensor 1 in the front brake 4 master brake cylinder pressure forms the reference variable for electrically activating the rear wheel 10 effective pump 9, in cooperation with the inlet and outlet valves 6, 12, the separating and switching valve 19, 20 an electro-hydraulic brake pressure build-up in Rear wheel brake circuit 10 causes according to an electronic brake force distribution characteristic stored in the control unit 8, when only the master cylinder 7 connected to the front wheel brake circuit 4 is actuated.
  • a logic circuit is provided in the electronic control unit 8 in which, depending on the evaluation result of the pressure sensor signals by means of the electrically actuable pump 9, an autonomous hydraulic pressure is generated in the rear wheel brake circuit 10.
  • the symbolically illustrated control unit 8 forms an integral Component of a brake unit 11, which is preferably plugged for making electrical contact with the pressure sensors integrated in the brake unit 11 and the inlet and outlet valves 6, 11 integrated therein.
  • the brake unit 11 can thus be attached to a motorcycle frame due to the particularly compact design in the vicinity of a battery.
  • the rear wheel brake 14 is autonomously braked by a suitable pump control.
  • the pump 9 removes this via the electrically open switching valve 20 pressure fluid from the master cylinder 13 and promotes it to the rear brake 14.
  • the isolation valve 19 remains electrically operated in the closed position, which ensures that the pump pressure does not escape into the master cylinder 13.
  • the pump 9 of the improved motorcycle brake after FIG. 1 Therefore, for each brake circuit, a valve circuit with different suction valves 24, 25, wherein the only manually acted upon brake circuit (front brake 4) arranged suction valve 25 has a much higher opening pressure (about 1.2 bar) than that in autonomously loadable brake circuit (rear wheel 10) arranged suction valve 24, the opening pressure is preferably about 0.2 bar. This ensures that at an autonomous and thus triggered via the pump 9 pressure build-up in not manually operated rear brake 10 at the same time a repercussion of the pump pressure on the front brake circuit 4 connected, manually operated master cylinder 7 is significantly reduced.
  • FIG. 2 shows a modification of the circuit according to the invention according to FIG. 1 according to which the FIG. 1 known rear brake circuit arrangement with respect to the separating and switching valve 19, 20 as well as with respect to the pressure holding valve 28 has been transmitted to the front wheel brake 4. Accordingly, the two Pumpensaugventile 24, 25 are reversed in the two brake circuits.
  • the pump suction valve 25 provided with the higher opening pressure is thus located in the rear wheel brake circuit 10, which reduces the feedback effect of the pump pressure on the foot-operated master cylinder 13 in the autonomous brake system operation.
  • the pressure retention valve 28 is removed from the rear wheel brake circuit and arranged on the output side of the low-pressure accumulator 16 of the front wheel brake circuit 4, which helps that in the rear wheel brake 10 facilitates the secondary circuit ventilation.
  • the low-pressure accumulator 16 is connected directly to a branch of the return line 15, while in the front-wheel brake 4 arranged low-pressure accumulator 16 is advantageously flushed through the return line 15 in the direction of the pressure-holding valve 28.
  • FIG. 2 An autonomous operation of the motorcycle brake system FIG. 2 takes place accordingly via the (fußkraftproportionale) actuation of the rear brake cylinder 10 connected to the master cylinder 13, whereby the now known switching scheme (see Fig. 1 ) arranged in the front brake circuit 4 separating and switching valve 19, 20 occupy the non-illustrated, electromagnetically excited switching position in which the pump connected to the front wheel 4 pump circuit is connected to the intake side of the master cylinder 4, but the pressure side of the master cylinder 4 is disconnected, while connected to the rear wheel 10 Pump circuit due to the increased opening pressure of the suction valve 25, the pump reaction to the master cylinder 13 reduces. Moreover, since the master cylinder 13 in FIG. 2 is actuated by a brake pedal foot force proportional, a possibly pump reaction to the master cylinder 13 is hardly or not felt by the driver by the selected brake circuit distribution.
  • FIG. 3 shows an extension of the circuit arrangement according to the invention FIG. 2 , which according to the embodiment of the invention FIG. 3 the front brake 5 has either two functionally separate brake calipers or a multi-piston brake, the brake piston are connected independently of each other via a two-part brake line 18 to the front wheel 4.
  • autonomously adjustable front brake 4 in the direction of symbolically illustrated second front brake 5 is supplemented by a line branch, in the brake slip control upstream of the second front wheel brake 5, an inlet valve 6 and downstream of the second wheel brake 5 in a further return line 15, an outlet valve 12 of the type already cited are used.
  • the line branch is branched off upstream of the separating and switching valve 19, 20 on the brake line 18 of the front wheel brake circuit 4, so that the symbolically illustrated second front brake 5 is not autonomously controllable, but only manually operated.
  • This has the advantage that during an autonomous brake pressure control in the first front brake 5 a comfortable braking in the front brake circuit 4 is possible because in the symbolically illustrated second front brake 5, a brake pressure can be built up unhindered.
  • one of the two front brakes 5 only manually via the master cylinder 7 can be actuated so that at any time a comfortable brake actuation feeling on the brake lever of the master cylinder 7 is perceptible.
  • FIG. 3 corresponds to the structure of the rear wheel 10 in all essential elements of the representation of the rear wheel 10 after FIG. 2 ,
  • the rear wheel brake 14 may be designed as a multi-piston brake, which are all connected via the brake line 18 of the rear wheel brake 10 on the second master cylinder 13.
  • Fig. 1 prove the circuit arrangements Fig. 2 . 3 . 4 a pump 9, whose pump suction valve 24 arranged in the front-wheel brake circuit 4 has a substantially lower opening pressure (about 0.2 bar) than that arranged in the rear-wheel brake circuit 10 1.2 further), whereby a so-called idle pulsation of the pump 9 in the rear wheel 4 in the direction of the second master cylinder 7 is advantageously avoided, whereby the foot brake lever can be operated without feedback.
  • Deviating from FIG. 1 is in the schematics after Fig. 2 to 4 the front wheel brake each autonomously controllable depending on the manual operation of the rear wheel, wherein for precise detection of each of the rear brake 14 and the front brake applied brake pressure, in particular for a brake slip control in both brake circuits, both the rear brake 14 and the front wheel Pressure sensor 2 is arranged.
  • FIGS. 2 to 4 So far not all the others from the FIGS. 2 to 4 details have been received, they correspond functionally and structurally to the circuit diagram explained FIG. 1 , wherein all figures for identical elements have the same reference numerals.
  • the pump suction valve 25 has a higher opening pressure than the pump suction valve 24 arranged in the rear-wheel brake circuit 10, which has the separating and switching valve 19, 20.
  • FIG. 2 shows FIG. 2 an embodiment in which in the rear wheel brake 10, which does not have the separating and switching valve 19, 20, the pump suction valve 25 has a higher opening pressure than the pump suction valve 24 which is arranged in the front-wheel brake 4, which with the separating and switching valve 19, 20th is provided.
  • FIG. 2 shows FIG. 3 in that on the brake circuit (front wheel brake circuit 4) which has the separating and switching valve 19, 20, upstream of the separating and switching valve 19, 20 to the brake circuit (front wheel brake circuit 4), a further wheel brake (front wheel brake 5) or a separately actuated brake piston is connected, which via the master brake cylinder 7 connected to the front brake circuit 4 (as a result of the volume of the additional wheel brake or brake piston) on the brake lever shown for a conventional brake operation desired brake lever feeling is guaranteed.
  • the brake circuit front wheel brake circuit 4 which has the separating and switching valve 19, 20, upstream of the separating and switching valve 19, 20 to the brake circuit (front wheel brake circuit 4)
  • a further wheel brake (front wheel brake 5) or a separately actuated brake piston is connected, which via the master brake cylinder 7 connected to the front brake circuit 4 (as a result of the volume of the additional wheel brake or brake piston) on the brake lever shown for a conventional brake operation desired brake lever feeling is guaranteed.
  • FIG. 4 Finally, because of the arrangement of a pressure retention valve 28 at the output of the low pressure accumulator 16 is a useful measure for evacuation of the secondary circuit, to which upstream of the intake valve 6 to the brake line of the rear wheel brake an electromagnetically openable check valve 26 is connected downstream to the pressure retention valve 28 with the suction side of the pump 9 is connectable.
  • the difference in the opening pressures of both pump suction valves 24, 25 between 0.5 to 1.5 bar, preferably 1 bar.
  • the opening pressure of the pump suction valve 24, which is arranged in that brake circuit which has the separating and switching valve 19, 20, is between 0.1 to 0.4 bar, preferably 0.2 bar in order to achieve the highest possible delivery rate.
  • Both pump suction valves 24, 25 are executed in the simplest embodiment as in the basic position closed by spring force check valves, preferably ball check valves, which are hydraulically aufschaltbar. Theoretically, an electromagnetic suction valve control would be conceivable.
  • the pump 9 is in all embodiments as a piston pump executed, the pump piston are combined with the two pump suction valves 24, 25 in the block-shaped brake unit 11, in which the inlet and outlet valves 6, 12, the separating and switching valve 19, 20, the pressure sensors 1, 2, 3, and the two Low-pressure accumulator 16 are included.
  • each of those low pressure accumulator 16 which is arranged in the brake circuit, which does not have the separating and switching valve 19, 20, no pressure retention valve 28 is required, what the secondary circuit ventilation and construction costs in this area favored.

Description

Die Erfindung betrifft eine Kraftradbremsanlage nach dem Oberbegriff des Patentanspruchs 1.The invention relates to a motorcycle brake system according to the preamble of patent claim 1.

Aus der EP 1 277 635 A2 ist bereits eine derartige Kraftradbremsanlage bekannt. Die Bremsanlage weist einen hydraulisch betätigbaren Vorderrad- und Hinterradbremskreis auf, wobei jeder einzelne Bremskreis entweder an einem fuß- oder handbetätigten Hauptbremszylinder angeschlossen ist. Zur Bremsschlupfregelung sind im Vorderrad- als auch Hinterradbremskreis elektromagnetisch aktivierbare Ein- und Auslassventile eingesetzt, sowie mit einer Pumpe zum Druckaufbau in den beiden Bremskreisen. Der Hinterradbremskreis verfügt über eine zusätzliche Ventilanordnung, die bei manueller Betätigung des Vorderradbremskreises gleichzeitig über die Pumpe einen Druckaufbau an der Hinterradbremse ermöglicht, ohne das der Hauptbremszylinders des Hinterradbremskreises betätigt werden muss.From the EP 1 277 635 A2 Such a motorcycle brake system is already known. The brake system has a hydraulically actuated front and rear brake circuit, wherein each brake circuit is connected either to a foot or manually operated master cylinder. For brake slip control, electromagnetically activated intake and exhaust valves are used in the front and rear wheel brake circuits, as well as with a pump to build up pressure in the two brake circuits. The rear wheel brake circuit has an additional valve arrangement which, with manual actuation of the front wheel brake circuit, simultaneously enables pressure buildup on the rear wheel brake via the pump without the necessity of actuating the main brake cylinder of the rear wheel brake circuit.

Am Vorderradbremskreis ist ein erster Drucksensor angeordnet, um die manuelle Betätigung des Vorderradbremskreises zu erfassen und die Pumpe zum Aufbau eines autonomen Bremsdruck im Hinterradbremskreis aktivieren zu können.At the front wheel brake circuit, a first pressure sensor is arranged to detect the manual operation of the front wheel brake circuit and to activate the pump to build up an autonomous brake pressure in the rear wheel brake can.

Abhängig vom sicheren Erkennen des Hauptbremszylinderdrucks im Vorderradbremskreis kann sodann die Pumpe elektrisch aktiviert und ein geregelter Bremsdruck in der Hinterradbremse aufgebaut werden.Depending on the safe detection of the master cylinder pressure in the front brake circuit then the pump can be electrically activated and a regulated brake pressure in the rear brake can be established.

Mit dem Anlauf der Pumpe stellt sich jedoch das Problem, dass Druckschwingungen initiiert werden, die auf den manuell betätigten Hauptbremszylinder zurückwirken und im Handbremshebel unangenehm spürbar sind.With the start of the pump, however, there is the problem that pressure oscillations are initiated, which act back on the manually operated master cylinder and are uncomfortable in the handbrake lever.

Daher ist es die Aufgabe der vorliegenden Erfindung, eine Kraftradbremsanlage der bekannten Art derart zu verbessern, dass die beim Anlauf der Pumpe initiierten Druckschwingungen nicht oder nur gering auf den manuell betätigten Hauptbremszylinder zurückwirken können.Therefore, it is the object of the present invention to improve a motorcycle brake system of the known type such that the initiated during the start of the pump pressure oscillations can not react or only slightly on the manually operated master cylinder.

Diese Aufgabe wird für eine Kraftradbremsanlage der angegebenen Art mit den kennzeichnenden Merkmalen des Patentanspruchs 1 gelöst.This object is achieved for a motorcycle brake system of the specified type with the characterizing features of claim 1.

Weitere Merkmale und Vorteile der Erfindung gehen aus den Unteransprüchen sowie aus der nachfolgenden Beschreibung eines Ausführungsbeispiels anhand einer Zeichnung hervor.Further features and advantages of the invention will become apparent from the subclaims and from the following description of an embodiment with reference to a drawing.

Es zeigen:

Figur 1
den Hydraulikschaltplan für eine gegenüber dem Stand der Technik verbesserten Kraftradbremsanla- ge, deren Vorderradbremskreis bei autonomen Be- trieb der Hinterradbremse infolge einer Anhebung des Öffnungsdruck am Pumpensaugventil einer Rück- wirkung der Pumpe auf den Handbremshebel nicht oder nur geringfügig ausgesetzt ist,
Figur 2
einen Hydraulikschaltplan für eine Kraftradbrems- anlage in einer von Figur 1 abweichenden Ausfüh- rungsform, deren Vorderradbremskreis mit dem aus Figur 1 bekannten Trenn- und Umschaltventil verse- hen ist, sodass bei autonomen Betrieb des Vorder- radbremskreises eine Rückwirkung der Pumpe auf den mit dem Handbremshebel versehenen Hauptbremszylin- der verhindert ist,
Figur 3
den Hydraulikschaltplan nach Figur 2 erweitert um eine zweite Vorderradbremse oder alternativ mit einer Vorderradbremse mit mehreren unabhängig von- einander betätigbaren Radbremszylindern, die über eine Aufteilung der am Vorderradbremskreis ange- schlossenen Bremsleitung auf zwei Vorderradbremsen oder auf die unabhängig voneinander betätigbaren Radbremszylindern mit dem handbetätigbaren Haupt- bremszylinder verbunden sind,
Figur 4
den Hydraulikschaltplan nach Figur 3 zusätzlich mit einer Leitungsverbindung zwischen der Brems- leitung des Hinterradbremskreises und dem Pum- pensaugpfad, in die ein Sperrventil eingesetzt ist.
Show it:
FIG. 1
the hydraulic circuit diagram for an improved compared to the prior art Kraftradbremsanla- ge in autonomous operation of the rear brake due to an increase in the opening pressure at the pump suction valve a back effect of the pump on the hand brake lever is not or only slightly exposed,
FIG. 2
a hydraulic circuit diagram for a motorcycle brake system in one of FIG. 1 deviating embodiment, whose front wheel brake circuit with the FIG. 1 known separating and switching valve is provided, so that in autonomous operation of the front wheel brake circuit, a reaction of the pump is prevented on the provided with the handbrake master cylinder,
FIG. 3
the hydraulic circuit diagram FIG. 2 extended by a second front brake or alternatively with a front brake with a plurality of independently operable Radbremszylindern which are connected via a split of the front brake connected to a brake line on two front brakes or on the independently operable Radbremszylindern with the manually operable master cylinder
FIG. 4
the hydraulic circuit diagram FIG. 3 additionally with a line connection between the brake line of the rear wheel brake circuit and the pump suction path into which a check valve is inserted.

Die Figur 1 zeigt den Hydraulikschaltplan einer verbesserten neuen Kraftradbremsanlage in schematischer Darstellung. Die Bremsanlage besteht aus einem hydraulisch betätigbaren Vorderrad- und Hinterradbremskreis 4, 10, mit jeweils einem am Vorderradbremskreis 4 angeschlossenen, durch Handkraft proportional betätigbaren Hauptbremszylinder 7 und mit einem fußkraftproportional betätigbaren Hauptbremszylinder 13 an der Hinterradbremse 14.The FIG. 1 shows the hydraulic circuit diagram of an improved new motorcycle brake system in a schematic representation. The brake system consists of a hydraulically actuated front and rear brake circuit 4, 10, each with a connected to the front brake 4, by hand force proportionally actuated master cylinder 7 and a fußkraftproportional actuated master cylinder 13 on the rear brake 14th

Zur Bremsschlupfregelung sind im Vorderrad- als auch Hinterradbremskreis 4, 10 elektromagnetisch betätigbare Ein- und Auslassventile 6, 12 eingesetzt, wobei jeweils das in Grundstellung geöffnete Einlassventil 6 in die Bremsleitung 18 des Vorder- bzw. Hinterradbremskreises 4, 10 eingesetzt ist, welche den zugehörigen Hauptbremszylinder 7, 13 mit der Vorderrad- bzw. der Hinterradbremse 5, 14 verbindet. Das in Grundstellung geschlossene Auslassventil 12 ist jeweils in eine Rücklaufleitung 15 eines jeden Bremskreises eingesetzt, welche die Vorder- bzw. Hinterradbremse 5, 14 mit jeweils einem Niederdruckspeicher 16 und der Saugseite einer zweikreisig aufgeteilten Pumpe 9 verbindet, die nach dem Rückförderprinzip arbeitet. Die Pumpe 9 steht daher über in die beiden Bremskreise eingesetzte Geräuschdämpfungskammern 17 stromaufwärts zu den Einlassventilen 6 mit den Bremsleitungen 18 in Verbindung, so dass eine bedarfsgerechte Rückförderung des jeweils von der Vorder- bzw. Hinterradbremse 5, 14 abgelassenen Bremsflüssigkeitsvolumens gewährleistet ist.For the brake slip control in the front and rear wheel 4, 10 electromagnetically actuated inlet and outlet valves 6, 12 are used, wherein in each case the open in the home position inlet valve 6 is inserted into the brake line 18 of the front or rear brake circuit 4, 10, which the associated Master cylinder 7, 13 with the front wheel or the rear wheel brake 5, 14 connects. The outlet valve 12 closed in the basic position is in each case inserted into a return line 15 of each brake circuit which connects the front or rear wheel brake 5, 14 with a respective low-pressure reservoir 16 and the suction side of a dual-circuit split pump 9, which operates on the return flow principle. The pump 9 therefore communicates with the brake lines 18 upstream of the inlet valves 6 via noise damping chambers 17 inserted in the two brake circuits, so that a demand-driven return of the brake fluid volume discharged from the front or rear wheel brake 5, 14 is ensured.

Der Hinterradbremskreis 10 weist zusätzlich zu den abgebildeten Merkmalen des Vorderradbremskreises 4 ein zwischen dem Hauptbremszylinder 13 und dem Einlassventil 6 in die Bremsleitung 18 eingesetztes, elektromagnetisch betätigbares Trennventil 19 auf, das in seiner Grundstellung geöffnet ist. Ferner ist zwischen dem Trennventil 19 und dem Hauptbremszylinder 13 an die Bremsleitung 18 des Hinterradbremskreises 10 ein über ein elektrisches Umschaltventil 20 führender Saugpfad 21 zur Pumpe 9 angeschlossen, wodurch der im Hinterradbremskreis 10 wirksame Pumpenteil bei elektrischer Erregung des Umschaltventils 20 Druckmittel zum autonomen Druckaufbau in der Hinterradbremse 14 aus dem Hauptbremszylinder 13 zu entnehmen und zur Hinterradbremse 14 zu fördern vermag, während das Trennventil 19 zur Vermeidung einer Rückförderung in den Hauptbremszylinder 13 in seiner elektrisch erregten Sperrstellung verharrt.The rear-wheel brake circuit 10 has, in addition to the illustrated features of the front-wheel brake circuit 4, an electromagnetically actuated separating valve 19 inserted between the master brake cylinder 13 and the intake valve 6 into the brake line 18, which is open in its basic position. Furthermore, between the separating valve 19 and the master cylinder 13 to the brake line 18 of the rear wheel 10, a leading via an electrical switching valve 20 suction path 21 connected to the pump 9, whereby the effective in the rear brake 10 pump portion at electrical excitation of the switching valve 20 pressure medium for autonomous pressure build-up in the Rear brake 14 can be seen from the master cylinder 13 and to promote the rear brake 14, while the isolation valve 19 remains to avoid a return promotion in the master cylinder 13 in its electrically energized locking position.

Zur Erfassung des dem Vorderradbremskreis 4 zugeführten Hauptbremszylinderdrucks befindet sich stromaufwärts des Einlassventils 6 an der Bremsleitung 18 des Vorderradbremskreises 4 ein erster Drucksensor 1. Zur Erfassung des Radbremsdrucks im Hinterradbremskreis 10 ist ein zweiter Drucksensor 2 stromabwärts zum Einlassventil 6 am Hinterradbremskreis angeschlossen sowie ein dritter Drucksensor stromaufwärts zum Trennventil 19, wodurch auch die Betätigung des Hauptbremszylinders 13 sicher erkannt werden kann.For detecting the master brake cylinder pressure supplied to the front wheel brake circuit 4, upstream of the intake valve 6 is located on the brake pipe 18 of the front wheel brake circuit 4, a second pressure sensor 2 downstream of the inlet valve 6 connected to the rear wheel and a third pressure sensor upstream of the isolation valve 19, whereby the operation of the master cylinder 13 can be reliably detected.

Durch die Einlassventile 6 lässt sich in der Zweikreisbremsanlage der in den Bremsleitungen 18 erzeugte Bremsdruck jederzeit begrenzen. Der Bremsdruckabbau in den Radbremsen geschieht über die elektromagnetisch aufschaltbaren Auslassventile 12 in Richtung der beiden Niederdruckspeicher 16. Die Einzelheiten hierzu sind der Funktionsbeschreibung zur Bremsschlupfregelung in einem der folgenden Beschreibungsabschnitte zu entnehmen.Through the intake valves 6, the brake pressure generated in the brake lines 18 can be limited at any time in the dual-circuit brake system. The brake pressure reduction in the wheel brakes via the electromagnetically aufschaltbaren exhaust valves 12 in the direction of the two low-pressure accumulator 16. The details of this can be found in the functional description of the brake slip control in one of the following description sections.

Der mittels des ersten Drucksensors 1 im Vorderradbremskreis 4 erfasste Hauptbremszylinderdruck bildet die Führungsgröße zur elektrischen Aktivierung der im Hinterradbremskreis 10 wirksamen Pumpe 9, die im Zusammenwirken mit den Ein- und Auslassventilen 6, 12, dem Trenn- und Umschaltventil 19, 20 einen elektrohydraulischen Bremsdruckaufbau im Hinterradbremskreis 10 gemäß einer im Steuergerät 8 abgelegten elektronischen Bremskraftverteilungskennlinie bewirkt, wenn ausschließlich der am Vorderradbremskreis 4 angeschlossene Hauptbremszylinder 7 betätigt wird.The detected by means of the first pressure sensor 1 in the front brake 4 master brake cylinder pressure forms the reference variable for electrically activating the rear wheel 10 effective pump 9, in cooperation with the inlet and outlet valves 6, 12, the separating and switching valve 19, 20 an electro-hydraulic brake pressure build-up in Rear wheel brake circuit 10 causes according to an electronic brake force distribution characteristic stored in the control unit 8, when only the master cylinder 7 connected to the front wheel brake circuit 4 is actuated.

Zur Auswertung der Drucksensorsignale ist eine Logikschaltung im elektronischen Steuergerät 8 vorgesehen, in dem abhängig vom Auswerteergebnis der Drucksensorsignale mittels der elektrisch betätigbaren Pumpe 9 ein autonomer Hydraulikdruck im Hinterradbremskreis 10 erzeugt wird.To evaluate the pressure sensor signals, a logic circuit is provided in the electronic control unit 8 in which, depending on the evaluation result of the pressure sensor signals by means of the electrically actuable pump 9, an autonomous hydraulic pressure is generated in the rear wheel brake circuit 10.

Das symbolisch dargestellte Steuergerät 8 bildet ein integrales Bestandteil einer Bremseinheit 11, das vorzugsweise zur elektrischen Kontaktierung auf die in der Bremseinheit 11 integrierten Drucksensoren und die darin integrierten Ein- und Auslassventile 6, 11 aufgesteckt ist. Die Bremseinheit 11 lässt sich somit aufgrund der besonders kompakten Bauweise in Nähe einer Batterie an einem Kraftradrahmen befestigen.The symbolically illustrated control unit 8 forms an integral Component of a brake unit 11, which is preferably plugged for making electrical contact with the pressure sensors integrated in the brake unit 11 and the inlet and outlet valves 6, 11 integrated therein. The brake unit 11 can thus be attached to a motorcycle frame due to the particularly compact design in the vicinity of a battery.

Grundsätzlich gilt:

  1. 1. Eine Blockierneigung des Vorder- bzw. des Hinterrades wird mittels nicht abgebildeter Raddrehzahlsensoren und deren Signalauswertung im Steuergerät sicher erkannt. Das im Vorderrad- bzw. im Hinterradbremskreis 4, 10 angeordnete Einlassventil 6 wird über das Steuergerät 8 elektromagnetisch geschlossen, um einen weiteren Druckaufbau im Vorderrad- bzw. Hinterradbremskreis 4, 10 zu unterbinden.
  2. 2. Sollte zur Reduzierung der Blockierneigung zusätzlich ein weiterer Druckabbau im Vorderrad- bzw. Hinterradbremskreis 4, 10 erforderlich sein, so wird dies durch das Öffnen des jeweils mit dem Niederdruckspeicher 16 verbindbaren, normalerweise stromlos geschlossenen Auslassventil 12 erreicht. Das Auslassventil 12 wird geschlossen, sobald die Radbeschleunigung wieder über ein bestimmtes Maß hinaus anwächst. In der Druckabbauphase bleibt das entsprechende Einlassventil 6 geschlossen, so dass sich der im Vorderrad- bzw. Hinterradbremskreis 4, 10 erzeugte Hauptbremszylinderdruck nicht auf den Vorderrad- bzw. Hinterradbremskreis 4, 10 fortpflanzen kann.
  3. 3. Wenn die ermittelten Schlupfwerte wieder einen Druckaufbau im Vorderrad- bzw. Hinterradbremskreis 4, 10 erlauben, wird das Einlassventil 6 entsprechend der Anforderung des im Steuergerät 8 integrierten Schlupfreglers zeitlich begrenzt geöffnet. Das für den Druckaufbau erforderliche Hydraulikvolumen wird von der Pumpe 9 zu Verfügung gestellt.
Basically:
  1. 1. A blocking tendency of the front and the rear wheel is reliably detected by means not shown wheel speed sensors and their signal evaluation in the control unit. The inlet valve 6 arranged in the front-wheel or in the rear-wheel brake circuit 4, 10 is electromagnetically closed via the control unit 8 in order to prevent a further pressure build-up in the front-wheel or rear-wheel brake circuit 4, 10.
  2. 2. Should a further reduction in pressure in the front wheel or rear wheel brake circuit 4, 10 be required to reduce the blocking tendency, this is achieved by opening the exhaust valve 12 which can be connected to the low-pressure accumulator 16, normally normally closed. The exhaust valve 12 is closed as soon as the wheel acceleration increases again beyond a certain extent. In the depressurization phase, the corresponding inlet valve 6 remains closed, so that the master cylinder pressure generated in the front wheel or rear wheel brake circuit 4, 10 can not propagate to the front wheel or rear wheel brake circuit 4, 10.
  3. 3. If the determined slip values again allow a build-up of pressure in the front wheel or rear-wheel brake circuit 4, 10, the inlet valve 6 will correspond to the requirement of the in Control unit 8 integrated slip control open for a limited time. The hydraulic volume required for the pressure build-up is provided by the pump 9.

Außerhalb der Bremsschlupfregelung erfolgt aufgrund des hydraulischen Schaltungskonzepts bei (fußkraftproportionaler) Betätigung des am Hinterradbremskreises 10 angeschlossenen Hauptbremszylinders 13 ausschließlich eine kraftproportionale Druckbeaufschlagung der Hinterradbremse 14, d.h. der Vorderradbremskreis 4 verharrt bis zur (handkraftproportionalen) Betätigung des am Vorderradbremskreis 4 angeschlossenen Hauptbremszylinders 7 drucklos.Outside of the brake slip control is due to the hydraulic circuit concept with (fußkraftproportionaler) actuation of the rear brake circuit 10 connected to the master cylinder 13 exclusively a force-proportional pressurization of the rear brake 14, i. the front wheel brake circuit 4 remains at zero pressure (proportional to the manual force) of the master brake cylinder 7 connected to the front brake circuit 4.

Als Besonderheit der vorgestellten Kraftradbremsanlage nach Fig. 1 gilt, dass bei kraftproportionaler Betätigung des Vorderradbremskreises 4 die Hinterradbremse 14 durch eine geeignete Pumpenansteuerung autonom mitgebremst wird. Die Pumpe 9 entnimmt hierzu über das elektrisch geöffnete Umschaltventil 20 Druckmittel aus dem Hauptbremszylinder 13 und fördert es zur Hinterradbremse 14. Hierbei verharrt das Trennventil 19 elektrisch betätigt in Schließstellung, wodurch gewährleistet ist, dass der Pumpendruck nicht in den Hauptbremszylinder 13 entweicht.As a special feature of the featured motorcycle brake after Fig. 1 It is true that with force-proportional operation of the front wheel brake circuit 4, the rear wheel brake 14 is autonomously braked by a suitable pump control. The pump 9 removes this via the electrically open switching valve 20 pressure fluid from the master cylinder 13 and promotes it to the rear brake 14. In this case, the isolation valve 19 remains electrically operated in the closed position, which ensures that the pump pressure does not escape into the master cylinder 13.

Andererseits ist aufgrund der Zweikreisigkeit der Pumpe 9 und des damit verbundenen gleichzeitigen Druckaufbaus in beiden Bremskreisen eine Rückwirkung des Pumpendrucks auf den Bremskreis, der den handbetätigten Hauptbremszylinder 7 aufweist, unerwünscht und muss daher bei einem autonomen und damit fremdansteuerbaren Druckaufbau im nicht manuell betätigten Bremskreis vermieden werden, weshalb erfindungsgemäß nach Fig. 1-4 eine Ventilschaltung vorgeschlagen wird, die eine Rückwirkung des Pumpendrucks auf den manuell betätigten Hauptbremszylinder vermeidet.On the other hand, due to the dual-circuit of the pump 9 and the concomitant simultaneous pressure build-up in both brake circuits a reaction of the pump pressure to the brake circuit having the manually operated master cylinder 7, undesirable and must therefore be avoided in an autonomous and thus externally controllable pressure build-up in not manually operated brake circuit , which is why according to the invention Fig. 1-4 a valve circuit is proposed which avoids a reaction of the pump pressure on the manually operated master cylinder.

Die Pumpe 9 der verbesserten Kraftradbremsanlage nach Figur 1 weist deshalb für jeden Bremskreis eine Ventilschaltung mit unterschiedlichen Saugventilen 24, 25 auf, wobei das im ausschließlich manuell beaufschlagbaren Bremskreis (Vorderradbremskreis 4) angeordnete Saugventil 25 einen wesentlich höheren Öffnungsdruck (ca. 1,2 bar) aufweist als das im autonom beaufschlagbaren Bremskreis (Hinterradbremskreis 10) angeordnete Saugventil 24, dessen Öffnungsdruck vorzugsweise etwa 0,2 bar beträgt. Hierdurch ist gewährleistet, dass bei einem autonomen und damit über die Pumpe 9 ausgelösten Druckaufbau im nicht manuell betätigten Hinterradbremskreis 10 gleichzeitig eine Rückwirkung des Pumpendrucks auf den am Vorderradbremskreis 4 angeschlossenen, manuell betätigten Hauptbremszylinder 7 erheblich vermindert ist.The pump 9 of the improved motorcycle brake after FIG. 1 Therefore, for each brake circuit, a valve circuit with different suction valves 24, 25, wherein the only manually acted upon brake circuit (front brake 4) arranged suction valve 25 has a much higher opening pressure (about 1.2 bar) than that in autonomously loadable brake circuit (rear wheel 10) arranged suction valve 24, the opening pressure is preferably about 0.2 bar. This ensures that at an autonomous and thus triggered via the pump 9 pressure build-up in not manually operated rear brake 10 at the same time a repercussion of the pump pressure on the front brake circuit 4 connected, manually operated master cylinder 7 is significantly reduced.

Die Hydraulikschaltung nach Figur 2 zeigt eine erfindungsgemäße Abwandlung der Schaltungsanordnung nach Figur 1, wonach die aus Figur 1 bekannte Hinterradbremskreis-Anordnung bezüglich des Trenn- und Umschaltventils 19, 20 als auch bezüglich des Druckhalteventils 28 auf den Vorderradbremskreis 4 übertragen wurde. Dementsprechend sind auch die beiden Pumpensaugventile 24, 25 in den beiden Bremskreisen vertauscht. Das mit dem höheren Öffnungsdruck versehene Pumpensaugventil 25 befindet sich somit im Hinterradbremskreis 10, wodurch sich im autonomen Bremsanlagenbetrieb die Rückwirkung des Pumpendrucks auf den fußbetätigten Hauptbremszylinder 13 mindert. Ferner ist abweichend von Figur 1 nunmehr in Figur 2 das Druckrückhalteventil 28 aus dem Hinterradbremskreis entfernt und dafür ausgangsseitig am Niederdruckspeicher 16 des Vorderradbremskreises 4 angeordnet, was dazu beiträgt, dass sich im Hinterradbremskreis 10 die Sekundärkreisentlüftung erleichtert. Im Hinterradbremskreis 10 ist nämlich der Niederdruckspeicher 16 direkt an einem Abzweig der Rücklaufleitung 15 angeschlossen, während der im Vorderradbremskreis 4 angeordnete Niederdruckspeicher 16 über die Rücklaufleitung 15 vorteilhaft in Richtung des Druckhaltventils 28 durchspült wird.The hydraulic circuit after FIG. 2 shows a modification of the circuit according to the invention according to FIG. 1 according to which the FIG. 1 known rear brake circuit arrangement with respect to the separating and switching valve 19, 20 as well as with respect to the pressure holding valve 28 has been transmitted to the front wheel brake 4. Accordingly, the two Pumpensaugventile 24, 25 are reversed in the two brake circuits. The pump suction valve 25 provided with the higher opening pressure is thus located in the rear wheel brake circuit 10, which reduces the feedback effect of the pump pressure on the foot-operated master cylinder 13 in the autonomous brake system operation. Furthermore, different from FIG. 1 now in FIG. 2 the pressure retention valve 28 is removed from the rear wheel brake circuit and arranged on the output side of the low-pressure accumulator 16 of the front wheel brake circuit 4, which helps that in the rear wheel brake 10 facilitates the secondary circuit ventilation. In the rear wheel brake circuit 10 namely the low-pressure accumulator 16 is connected directly to a branch of the return line 15, while in the front-wheel brake 4 arranged low-pressure accumulator 16 is advantageously flushed through the return line 15 in the direction of the pressure-holding valve 28.

Ein autonomer Betrieb der Kraftradbremsanlage nach Figur 2 erfolgt dementsprechend über die (fußkraftproportionale) Betätigung des am Hinterradbremskreis 10 angeschlossenen Hauptbremszylinders 13, wodurch das nunmehr nach bekanntem Schaltschema (vergleiche Fig. 1) im Vorderradbremskreis 4 angeordnete Trenn- und Umschaltventil 19, 20 die nicht abgebildete, elektromagnetisch erregte Schaltstellung einnehmen, in welcher der am Vorderradbremskreis 4 angeschlossene Pumpenkreis saugseitig mit dem Hauptbremszylinder 4 verbunden, jedoch druckseitig vom Hauptbremszylinder 4 getrennt ist, während der am Hinterradbremskreis 10 angeschlossene Pumpenkreis infolge des erhöhten Öffnungsdruck des Saugventils 25 die Pumpenrückwirkung auf den Hauptbremszylinder 13 mindert. Da überdies der Hauptbremszylinder 13 in Figur 2 über ein Bremspedal fußkraftproportional betätigt wird, ist durch die gewählte Bremskreisaufteilung eine evtl. Pumpenrückwirkung auf den Hauptbremszylinder 13 kaum oder gar nicht vom Fahrer fühlbar.An autonomous operation of the motorcycle brake system FIG. 2 takes place accordingly via the (fußkraftproportionale) actuation of the rear brake cylinder 10 connected to the master cylinder 13, whereby the now known switching scheme (see Fig. 1 ) arranged in the front brake circuit 4 separating and switching valve 19, 20 occupy the non-illustrated, electromagnetically excited switching position in which the pump connected to the front wheel 4 pump circuit is connected to the intake side of the master cylinder 4, but the pressure side of the master cylinder 4 is disconnected, while connected to the rear wheel 10 Pump circuit due to the increased opening pressure of the suction valve 25, the pump reaction to the master cylinder 13 reduces. Moreover, since the master cylinder 13 in FIG. 2 is actuated by a brake pedal foot force proportional, a possibly pump reaction to the master cylinder 13 is hardly or not felt by the driver by the selected brake circuit distribution.

Die Hydraulikschaltung nach Figur 3 zeigt eine erfindungsgemäße Erweiterung der Schaltungsanordnung nach Figur 2, wonach in der erfindungsgemäßen Ausführungsform nach Figur 3 die Vorderradbremse 5 entweder aus zwei funktional voneinander getrennten Bremssätteln oder über einen Mehrkolbenbremse verfügt, deren Bremskolben unabhängig voneinander über eine zweigeteilte Bremsleitung 18 mit dem Vorderradbremskreis 4 verbunden sind. In Figur 3 ist somit der aus Figur 2 bekannte, autonom regelbare Vorderradbremskreis 4 in Richtung der symbolisch dargestellten zweiten Vorderradbremse 5 um einen Leitungsabzweig ergänzt, in den zur Bremsschlupfregelung stromaufwärts zur zweiten Vorderradbremse 5 ein Einlassventil 6 und stromabwärts zur zweiten Radbremse 5 in eine weitere Rücklaufleitung 15 ein Auslassventil 12 der bereits zitierten Bauart eingesetzt sind. Der Leitungsabzweig ist stromaufwärts zum Trenn- und Umschaltventil 19, 20 an der Bremsleitung 18 des Vorderradbremskreises 4 abgezweigt, sodass die symbolisch dargestellte zweite Vorderradbremse 5 nicht autonom regelbar, sondern nur manuell betätigbar ist. Dies hat den Vorteil, dass während einer autonomen Bremsdruckregelung in der ersten Vorderradbremse 5 ein komfortables Einbremsen in den Vorderradbremskreis 4 möglich ist, da in der symbolisch dargestellten zweiten Vorderradbremse 5 ungehindert ein Bremsdruck aufgebaut werden kann.The hydraulic circuit after FIG. 3 shows an extension of the circuit arrangement according to the invention FIG. 2 , which according to the embodiment of the invention FIG. 3 the front brake 5 has either two functionally separate brake calipers or a multi-piston brake, the brake piston are connected independently of each other via a two-part brake line 18 to the front wheel 4. In FIG. 3 is thus the out FIG. 2 known, autonomously adjustable front brake 4 in the direction of symbolically illustrated second front brake 5 is supplemented by a line branch, in the brake slip control upstream of the second front wheel brake 5, an inlet valve 6 and downstream of the second wheel brake 5 in a further return line 15, an outlet valve 12 of the type already cited are used. The line branch is branched off upstream of the separating and switching valve 19, 20 on the brake line 18 of the front wheel brake circuit 4, so that the symbolically illustrated second front brake 5 is not autonomously controllable, but only manually operated. This has the advantage that during an autonomous brake pressure control in the first front brake 5 a comfortable braking in the front brake circuit 4 is possible because in the symbolically illustrated second front brake 5, a brake pressure can be built up unhindered.

In vorliegendem Ausführungsbeispiel nach Figur 3 ist somit eine der beiden Vorderradbremsen 5 nur manuell über den Hauptbremszylinder 7 betätigbar, sodass jederzeit ein komfortables Bremsbetätigungsgefühl am Bremshebel des Hauptbremszylinders 7 wahrnehmbar ist.In the present embodiment according to FIG. 3 Thus, one of the two front brakes 5 only manually via the master cylinder 7 can be actuated so that at any time a comfortable brake actuation feeling on the brake lever of the master cylinder 7 is perceptible.

In Figur 3 entspricht der Aufbau des Hinterradbremskreises 10 in allen wesentlichen Elementen der Darstellung des Hinterradbremskreises 10 nach Figur 2.In FIG. 3 corresponds to the structure of the rear wheel 10 in all essential elements of the representation of the rear wheel 10 after FIG. 2 ,

Wie in Figur 3 beispielhaft skizziert ist, kann auch die Hinterradbremse 14 als Mehrkolbenbremse ausgeführt sein, die alle über die Bremsleitung 18 des Hinterradbremskreises 10 am zweiten Hauptbremszylinder 13 angeschlossen sind.As in FIG. 3 is outlined by way of example, the rear wheel brake 14 may be designed as a multi-piston brake, which are all connected via the brake line 18 of the rear wheel brake 10 on the second master cylinder 13.

Als weiteres, zweckmäßiges Unterscheidungsmerkmal zu Fig. 1 weisen die Schaltungsanordnungen nach Fig. 2, 3, 4 eine Pumpe 9 auf, deren im Vorderradbremskreis 4 angeordnetes Pumpensaugventil 24 einen wesentlich geringeren Öffnungsdruck (ca. 0,2 bar) als das im Hinterradbremskreis 10 angeordnete weitere Pumpensaugventil 25 (ca. 1,2 bar), wodurch eine sogenannte Leerlaufpulsation der Pumpe 9 im Hinterradbremskreis 4 in Richtung des zweiten Hauptbremszylinders 7 vorteilhaft vermieden ist, wodurch dessen Fußbremshebel rückwirkungsfrei betätigt werden kann.As a further, convenient distinguisher too Fig. 1 prove the circuit arrangements Fig. 2 . 3 . 4 a pump 9, whose pump suction valve 24 arranged in the front-wheel brake circuit 4 has a substantially lower opening pressure (about 0.2 bar) than that arranged in the rear-wheel brake circuit 10 1.2 further), whereby a so-called idle pulsation of the pump 9 in the rear wheel 4 in the direction of the second master cylinder 7 is advantageously avoided, whereby the foot brake lever can be operated without feedback.

Die Hydraulikschaltung nach Figur 4 unterscheidet sich im Wesentlichen durch zwei weitere zusätzliche Merkmale von der Schaltungsanordnung nach Figur 3, wonach zusätzlich:

  1. 1. Eine mit einem Sperrventil 26 versehene Leitung die Bremsleitung 18 des Hinterradbremskreises 10 mit dem Pumpensaugpfad 3 im Hinterradbremskreis 10 verbindet,
  2. 2. Beide Niederdruckspeicher 16 mit Druckrückhalteventile 17 versehen sind, die einen identischen Öffnungsdruck (ca. 0, 8 bar) aufweisen.
The hydraulic circuit after FIG. 4 differs essentially by two additional additional features of the circuit according to FIG. 3 in addition:
  1. 1. A line provided with a check valve 26 connects the brake line 18 of the rear wheel brake circuit 10 with the pump suction path 3 in the rear wheel brake circuit 10,
  2. 2. Both low pressure accumulator 16 are provided with pressure retention valves 17 which have an identical opening pressure (about 0, 8 bar).

Abweichend von Figur 1 ist in den Schaltplänen nach Fig. 2 bis 4 der Vorderradbremskreis jeweils abhängig von der manuellen Betätigung des Hinterradbremskreises autonom regelbar, wobei zur präzisen Erfassung des jeweils an der Hinterradbremse 14 als auch an der Vorderradbremse anstehenden Bremsdrucks, insbesondere für eine Bremsschlupfregelung in beiden Bremskreise, sowohl an der Hinterradbremse 14 als auch an der Vorderradbremse ein Drucksensor 2 angeordnet ist.Deviating from FIG. 1 is in the schematics after Fig. 2 to 4 the front wheel brake each autonomously controllable depending on the manual operation of the rear wheel, wherein for precise detection of each of the rear brake 14 and the front brake applied brake pressure, in particular for a brake slip control in both brake circuits, both the rear brake 14 and the front wheel Pressure sensor 2 is arranged.

Soweit bisher nicht auf alle weiteren aus den Figuren 2 bis 4 ersichtlichen Einzelheiten eingegangen wurde, entsprechen diese funktionell und baulich dem erläuterten Schaltplan nach Figur 1, wobei alle Figuren für identische Elemente gleiche Bezugszeichen aufweisen.So far not all the others from the FIGS. 2 to 4 details have been received, they correspond functionally and structurally to the circuit diagram explained FIG. 1 , wherein all figures for identical elements have the same reference numerals.

Zusammenfassend lässt sich somit für alle Ausführungsbeispiele nach Fig. 1-4 festhalten, dass erfindungsgemäß in demjenigen Bremskreis, welcher das Trenn- und Umschaltventil 19, 20 nicht aufweist, das Pumpensaugventil 25 einen höheren Öffnungsdruck aufweist als das Pumpensaugventil 24, welches in demjenigen Bremskreis angeordnet ist, welcher mit dem Trenn- und Umschaltventil 19, 20 versehen ist.In summary, it is thus possible for all embodiments Fig. 1-4 note that according to the invention in that brake circuit, which the separating and switching valve 19, 20 does not have, the pump suction valve 25 has a higher opening pressure than the pump suction valve 24, which is arranged in that brake circuit which is provided with the separating and switching valve 19, 20.

Hierdurch ist während einem autonomen Betrieb der Kraftradbremsanlage eine pulsierende Rückwirkung der Pumpe 9 in demjenigen Bremskreis auf den hand- oder fußbetätigten Hauptbremszylinder 7; 13 verhindert, der nicht über ein Trenn-und Umschaltventil 19, 20 verfügt.As a result, during an autonomous operation of the motorcycle brake system is a pulsating reaction of the pump 9 in that brake circuit on the hand or foot-operated master cylinder 7; 13 prevents, which does not have a separating and switching valve 19, 20 has.

Daraus folgt entsprechend dem Ausführungsbeispiel nach Figur 1, dass im Vorderradbremskreis 4, welcher das Trenn- und Umschaltventil 19, 20 nicht aufweist, das Pumpensaugventil 25 einen höheren Öffnungsdruck aufweist als das Pumpensaugventil 24, das im Hinterradbremskreis 10 angeordnet ist, welcher das Trenn- und Umschaltventil 19, 20 aufweist.It follows according to the embodiment according to FIG. 1 in that in the front-wheel brake circuit 4, which does not have the separating and switching valve 19, 20, the pump suction valve 25 has a higher opening pressure than the pump suction valve 24 arranged in the rear-wheel brake circuit 10, which has the separating and switching valve 19, 20.

Alternativ dazu zeigt die Figur 2 ein Ausführungsbeispiel, bei dem im Hinterradbremskreis 10, welcher das Trenn- und Umschaltventil 19, 20 nicht aufweist, das Pumpensaugventil 25 einen höheren Öffnungsdruck aufweist als das Pumpensaugventil 24, das im Vorderradbremskreis 4 angeordnet ist, welcher mit dem Trenn- und Umschaltventil 19, 20 versehen ist.Alternatively, the shows FIG. 2 an embodiment in which in the rear wheel brake 10, which does not have the separating and switching valve 19, 20, the pump suction valve 25 has a higher opening pressure than the pump suction valve 24 which is arranged in the front-wheel brake 4, which with the separating and switching valve 19, 20th is provided.

Ergänzend zu Figur 2 zeigt Figur 3, dass an demjenigen Bremskreis (Vorderradbremskreis 4), welcher das Trenn- und Umschaltventil 19, 20 aufweist, stromaufwärts zum Trenn- und Umschaltventil 19, 20 an den Bremskreis (Vorderradbremskreis 4) eine weitere Radbremse (Vorderradbremse 5) bzw. ein separat beaufschlagbarer Bremskolben angeschlossen ist, wodurch über den an den Vorderradbremskreis 4 angeschlossenen Hauptbremszylinder 7 (infolge der Volumenaufnahme der weiteren Radbremse bzw. Bremskolbens) am abgebildeten Bremshebel ein für eine konventionelle Bremsbetätigung gewünschtes Bremshebelgefühl gewährleistet ist.In addition to FIG. 2 shows FIG. 3 in that on the brake circuit (front wheel brake circuit 4) which has the separating and switching valve 19, 20, upstream of the separating and switching valve 19, 20 to the brake circuit (front wheel brake circuit 4), a further wheel brake (front wheel brake 5) or a separately actuated brake piston is connected, which via the master brake cylinder 7 connected to the front brake circuit 4 (as a result of the volume of the additional wheel brake or brake piston) on the brake lever shown for a conventional brake operation desired brake lever feeling is guaranteed.

Die Figur 4 zeigt schließlich wegen der Anordnung eine Druckrückhalteventils 28 am Ausgang des Niederdruckspeichers 16 eine sinnvolle Maßnahme zur Evakuierung des Sekundärkreises, wozu stromaufwärts zum Einlassventil 6 an der Bremsleitung des Hinterradbremskreises ein elektromagnetisch zu öffnendes Sperrventil 26 angeschlossen ist, das stromabwärts zum Druckrückhalteventil 28 mit der Saugseite der Pumpe 9 verbindbar ist.The FIG. 4 Finally, because of the arrangement of a pressure retention valve 28 at the output of the low pressure accumulator 16 is a useful measure for evacuation of the secondary circuit, to which upstream of the intake valve 6 to the brake line of the rear wheel brake an electromagnetically openable check valve 26 is connected downstream to the pressure retention valve 28 with the suction side of the pump 9 is connectable.

Bezüglich der Auslegung der Pumpe 9 ist für alle Ausführungsbeispiele zu beachten, dass die Differenz der Öffnungsdrücke beider Pumpensaugventile 24, 25 zwischen 0,5 bis 1,5 bar, vorzugsweise 1 bar beträgt. Der Öffnungsdruck des Pumpensaugventils 24, welches in demjenigen Bremskreis angeordnet ist, welcher das Trenn- und Umschaltventil 19, 20 aufweist, beträgt zwischen 0,1 bis 0,4 bar, vorzugsweise 0,2 bar, um ein möglichst hohe Förderleistung zu erzielen. Hingegen beträgt der Öffnungsdruck des Pumpensaugventils 25, welches in demjenigen Bremskreis angeordnet ist, welcher das Trenn- und Umschaltventil 19, 20 nicht aufweist, zwischen 0,6 bis 1,6 bar, vorzugsweise 1,2 bar beträgt, wodurch infolge der Verminderung des Pumpensaugverhaltens Druckpulsationen nicht am hand- bzw. fußbetätigten Hauptbremszylinder 7, 13 wahrnehmbar sind.Regarding the design of the pump 9 is to be noted for all embodiments that the difference in the opening pressures of both pump suction valves 24, 25 between 0.5 to 1.5 bar, preferably 1 bar. The opening pressure of the pump suction valve 24, which is arranged in that brake circuit which has the separating and switching valve 19, 20, is between 0.1 to 0.4 bar, preferably 0.2 bar in order to achieve the highest possible delivery rate. By contrast, the opening pressure of the pump suction valve 25, which is arranged in that brake circuit, which does not have the separating and switching valve 19, 20, between 0.6 to 1.6 bar, preferably 1.2 bar, which due to the reduction of the Pumpensaugverhaltens Pressure pulsations are not perceptible to the hand or foot operated master cylinder 7, 13.

Beide Pumpensaugventile 24, 25 sind in der einfachsten Ausführungsform als in Grundstellung durch Federkraft geschlossene Rückschlagventile, vorzugsweise Kugelrückschlagventile ausgeführt, die hydraulisch aufschaltbar sind. Theoretisch wäre auch eine elektromagnetische Saugventilsteuerung denkbar.Both pump suction valves 24, 25 are executed in the simplest embodiment as in the basic position closed by spring force check valves, preferably ball check valves, which are hydraulically aufschaltbar. Theoretically, an electromagnetic suction valve control would be conceivable.

Die Pumpe 9 ist in allen Ausführungsbeispielen als Kolbenpumpe ausgeführt, deren Pumpenkolben mit den beiden Pumpensaugventilen 24, 25 in der blockförmigen Bremseinheit 11 zusammengefasst sind, in der die Ein- und Auslassventile 6, 12, das Trenn- und Umschaltventil 19, 20, die Drucksensoren 1, 2, 3, sowie die beiden Niederdruckspeicher 16 aufgenommen sind.The pump 9 is in all embodiments as a piston pump executed, the pump piston are combined with the two pump suction valves 24, 25 in the block-shaped brake unit 11, in which the inlet and outlet valves 6, 12, the separating and switching valve 19, 20, the pressure sensors 1, 2, 3, and the two Low-pressure accumulator 16 are included.

Bezüglich den beiden Niederdruckspeichern 16 ist bei allen Ausführungsbeispielen zu beachten, dass jeweils derjenige Niederdruckspeicher 16, welcher im Bremskreis angeordnet ist, der nicht das Trenn- und Umschaltventil 19, 20 aufweist, kein Druckrückhalteventil 28 benötigt, was die Sekundärkreisentlüftung und den Bauaufwand in diesem Bereich begünstigt. Regarding the two low pressure accumulators 16 is to be noted in all embodiments that each of those low pressure accumulator 16, which is arranged in the brake circuit, which does not have the separating and switching valve 19, 20, no pressure retention valve 28 is required, what the secondary circuit ventilation and construction costs in this area favored.

Claims (10)

  1. Motorcycle brake system having a hydraulically actuable front wheel brake circuit (4) and rear wheel brake circuit (10), having two master brake cylinders (7, 13) for the independent actuation of the two brake circuits (4, 10), having an inlet and outlet valve (6, 12) provided for brake pressure regulation in each brake circuit, having a two-circuit pump (9) for the supply of pressure to the front wheel and rear wheel brake circuits (4, 10), which pump operates on the feedback principle, having a pump suction valve (24, 25) and a pump pressure valve in each pump circuit, having a low-pressure accumulator (16) connected to each pump suction side upstream of the pump suction valve (24, 25), having a first wheel brake (5) in a first brake circuit (4) of the above-mentioned front wheel and rear wheel brake circuits and having a second wheel brake (14) in a second brake circuit (10) of the above-mentioned front wheel and rear wheel brake circuits, and having a cut-off valve (19) and switching valve (20) in that brake circuit (10, 4) which, for an autonomous build-up of brake pressure in one of the two wheel brakes (14, 5), can be acted on by the feed pressure of the pump (9) independently of an actuation of the master brake cylinder (13, 7) assigned to said wheel brake, characterized in that, in that brake circuit which does not have the cut-off valve (19) and switching valve (20), the pump suction valve (25) has a higher opening pressure than the pump suction valve (24) which is arranged in that brake circuit which has the cut-off valve (19) and switching valve (20).
  2. Motorcycle brake system according to Claim 1, characterized in that, in the front wheel brake circuit (4), which does not have the cut-off valve (19) and switching valve (20), the pump suction valve (25) has a higher opening pressure than the pump suction valve (24) which is arranged in the rear wheel brake circuit (10), which has the cut-off valve (19) and switching valve (20).
  3. Motorcycle brake system according to Claim 1, characterized in that, in the rear wheel brake circuit (10), which does not have the cut-off valve (19) and switching valve (20), the pump suction valve (25) has a higher opening pressure than the pump suction valve (24) which is arranged in the front wheel brake circuit (4), which has the cut-off valve (19) and switching valve (20).
  4. Motorcycle brake system according to one of the preceding claims, characterized in that the difference in the opening pressures of the two pump suction valves (24, 25) is between 0.5 and 1.5 bar, preferably 1 bar.
  5. Motorcycle brake system according to one of the preceding claims, characterized in that the opening pressure of the pump suction valve (24) which is arranged in that brake circuit which has the cut-off valve (19) and switching valve (20) is between 0.1 and 0.4 bar, preferably 0.2 bar.
  6. Motorcycle brake system according to one of the preceding claims, characterized in that the opening pressure of the pump suction valve (25) which is arranged in that brake circuit which does not have the cut-off valve (19) and switching valve (20) is between 0.6 and 1.6 bar, preferably 1.2 bar.
  7. Motorcycle brake system according to Claim 6, characterized in that the two pump suction valves (24, 25) are designed as non-return valves, preferably non-return ball valves, which are closed by spring force in the home position and which can be opened hydraulically.
  8. Motorcycle brake system according to one of the preceding claims, characterized in that the pump (9) is designed as a double-flow piston pump whose pump pistons are combined with the two pump suction valves (24, 25) in a block-like brake unit (11) which serves to accommodate a plurality of inlet and outlet valves (6, 12), the cut-off valve (19) and switching valve (20), a plurality of pressure sensors (1, 2, 3) and the two low-pressure accumulators.
  9. Motorcycle brake system according to one of the preceding claims, characterized in that that brake circuit which has the cut-off valve (19) and switching valve (20) has connected to it, upstream of the cut-off valve (19) and switching valve (20), a further wheel brake (5) which can be directly actuated by means of the master brake cylinder (7) which is connected to the brake circuit.
  10. Motorcycle brake system according to Claim 9, characterized in that the brake pressure in the further wheel brake (5) can be regulated by means of further inlet and outlet valves (6, 12)
EP07729038A 2006-05-17 2007-05-11 Motorcycle braking system Active EP2019766B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102006023341 2006-05-17
DE102006045038A DE102006045038A1 (en) 2006-05-17 2006-09-23 motorcycle brake system
PCT/EP2007/054586 WO2007131960A1 (en) 2006-05-17 2007-05-11 Motorcycle braking system

Publications (2)

Publication Number Publication Date
EP2019766A1 EP2019766A1 (en) 2009-02-04
EP2019766B1 true EP2019766B1 (en) 2009-08-26

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EP07729038A Active EP2019766B1 (en) 2006-05-17 2007-05-11 Motorcycle braking system

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US (1) US8480184B2 (en)
EP (1) EP2019766B1 (en)
JP (1) JP5259577B2 (en)
DE (2) DE102006045038A1 (en)
WO (1) WO2007131960A1 (en)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102011076633A1 (en) * 2010-09-14 2012-03-15 Robert Bosch Gmbh Slope-dependent adaptation of a brake force control in single-track vehicles
DE102014222573A1 (en) * 2014-11-05 2016-05-12 Robert Bosch Gmbh Hydraulic device of a vehicle brake system
TWI645996B (en) * 2017-09-15 2019-01-01 六和機械股份有限公司 Brake system with anti-rollover function

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4108756A1 (en) 1990-10-05 1992-09-24 Teves Gmbh Alfred MOTOR VEHICLE BRAKE SYSTEM WITH SLIP-RELATED REGULATION OF THE BRAKE PRESSURE
JPH05201320A (en) * 1992-01-29 1993-08-10 Toyota Motor Corp Reflux mode antiskid type hydraulic brake device
JPH0811694A (en) * 1994-06-28 1996-01-16 Nisshinbo Ind Inc Brake control device for vehicle
JPH08230644A (en) * 1994-12-28 1996-09-10 Nippondenso Co Ltd Brake hydraulic controller
JPH1059156A (en) * 1996-08-20 1998-03-03 Suzuki Motor Corp Brake system
JP3851066B2 (en) * 2000-07-19 2006-11-29 トヨタ自動車株式会社 Brake device
JP2002264787A (en) * 2001-03-07 2002-09-18 Bosch Braking Systems Co Ltd Electric brake controller
DE60229185D1 (en) * 2001-07-19 2008-11-20 Bayerische Motoren Werke Ag Brake control method and device for motorcycles
DE102005003774A1 (en) * 2004-10-07 2006-05-24 Continental Teves Ag & Co. Ohg motorcycle brake system
DE102005005390A1 (en) 2004-10-13 2006-05-24 Continental Teves Ag & Co. Ohg motorcycle brake system
DE102004051119A1 (en) 2004-10-20 2006-04-27 Bayerische Motoren Werke Ag Integral brake for a motorcycle

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US20090184567A1 (en) 2009-07-23
WO2007131960A1 (en) 2007-11-22
DE502007001417D1 (en) 2009-10-08
JP2009537369A (en) 2009-10-29
EP2019766A1 (en) 2009-02-04
JP5259577B2 (en) 2013-08-07
DE102006045038A1 (en) 2007-11-22
US8480184B2 (en) 2013-07-09

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